Metal end for railway-cars.



Patented Oct. 30,1917.

- 4 SHEETS-SHEET 1- V. E. SISSON.

METAL END FOR RAILWAY CARS.

APPLICATION FILED DEC-ll. 19H.

Patented Oct, 80,1917.

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METAL END FOR RAILWAY CARS.

APPLICATION FILED DEC. H. )9!!- Patented Oct. 30

4 SHEETS-SHEET a.

v. E; SISSON.

- METAL END FOB RAILWAY CARS.

APPLICATION FILED DEC. H. 19!].

Patented Oct. 30, 1917.

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. Specification of Letters Patent.

Patented car. so, 1917.

Application flied December 11, 1911. Serial BIO/685,098.

To all whom it may concern:

Bell. knovn that I, VINTON E. meson, a

citizen 'of tho-United States, residin st claimed.

The invention is illustrated, in certain pre- Chicago, in the county oitlook and btste of Illinois, have invented certain new and useful Improvements in Metal Ends ior RailWey-Cars, of which the following 15 s, specification.

My invention relstesto a metal end structure for railway car's, particularly for box or house cars, and the invention has tor one of its primary objects to provide a novel and improved all metal car end, of sectional construction, which will be very strong so as to Withstand the heavy strains to Which real way freight cars are subjected and which,

furthermore, will be perfectly Waterproof in ill its joints.

A further object is to provide a metal end structure in which the end sheets have corrugations which run vertically, this arrangement of the corrugations, besides having the other advantages-hereinafter described, ermittingthe and sheets to be pierced, if desired, with one or more door openings with out materially lessening the capacity of the structure to resist the'pressure and thrust .of the cargo when the car is started and stonpc'd.

A further obgect of the invention is to "provide'an all metal car end which is so formed and constructed as to do away with either the usual end sill or the usual corner ,posts, or hoth,-or at least make it possible to' have these elements of the 'car, ironic much smaller and lighter than is customary.

. The invention has for a further object to provide means for efiectively securing to-' gethcr-the end sheets, which means serves the function also of strengthening and rigidifying. the end structure,- the preferred form of the invention, having regard to this feature, contemplating the use of a connecting element for the end'sheets having one or more corrugations running transversely to the corrugations of the sheets.

1%. further object of the invention is to provide an end structure, the elements of :cured to the longitudinal nbers the frame, the side and draft sills, side girths, side P ates and ridge pole, so that the stains on the end structure will transmitted to these relatively strong rigid elements 0 e ear.

l The invention for wither oltijects the several other novel devices, arrangements and constructions in and relating to car ends which will be hereinafter described and of Fig. 1 looking in the direction of the arrows;

Fig. i, a broken sectional plan taken von 4% of Fig. 1, the scale of this figure being enlarged;

Fig. 5, a sectional plan on line 5 -5 of Fig. 1, part of the flooring being. broken away, and other portions of the structure being omitted in order to illustrate more clearly certain other features;

'Fig. 6, a fragmentary elevation of an up per corner of the frame of the car showing the attachment of the end thereto, the car in this case being a steel frame car';

Fig. 7, similar view illustrating the con struction when the frame of the caris Wood end elevation of the ticnlarly for stock'cars and the-like;

A 14, 22.11 end elevation of a modified construction in which the end structure is divided vertically into sec tions, and Fig. 15, a sectional view taken on line 15-15 o Fig. 14, lookingindie-direction of the arrows. r

Like characters of reference indicate like parts in the several figures of the drawings. Referring to the drawings, and particu larly to Figs. l'to 6 inclusive, 25 designates the draft sills of the 'car, 26 the side sills,

a the side girths, 28 the side plates, is the ridge pole, 30 the roof sheets, 31 the cute sheathing, 32 the lining, and 33 the purlins or band 36 to which the edges of the end sheets are secured and which, so far as concerns rigidity and strength to the end structure, performs the function of the ordinary end girth. The end sheets are formed with vertical, preferably inwardly extending, corrugations 37 the corrugations in the lower sheet being preferably tapered as shown so that their cross sectional area is greatest in the lower part of the sheet, the portion of the car end against which the cargo thrusts are most severe and which, therefore, requires a maximum reinforcement.

The upper end sheet 34 is formed on its upper edge with an inturned fian e 38 which supports the ends of the ridge pole and purlins. Preferably a strap 39 is riveted to the flange 38 and bolted (Figs. 3 and 6) to the ridge pole. A fascia plate 40 overlapped by the roof sheets covers the spaces intervening between the ridge pole and the purlinsl This construction, it will be noted,

.does away with the usual end plate of the frame.

The lower end sheet 35 is formed with an inturned flange il which is secured to the draft sills 25 by the castings 42 and gussets 43 and to the side sills 26 by the gussets L33 The flange 4C1 takes the place of the usual end sills. It transmits strains on the end structure directly to the side and draft sills of the car. The floor 4A is laid on a nailing strip 45 which has the location of the usual end sill, but which does not perform the function of an end sill, serving merely as a support for the flooring. It will be seen that the coringations 37 terminate within the upper-and lower edges of the end sheets. Therefore there is a flat strip of metal at each end of each sheet which resists the tendency which the end structure will have to deflect in case it receives a heavy pressure or thrust from the cargo, for example. Tf the corrugations extended to the edges of the sheets a strong pressure against the sheets would tend to expand the sheets by straightening out the corrugations. The fiat margins above and below the ends of the corrugations resist this tendency. The

metal itself has, to stretch before the sheets can be deflected. The flange 41 on the lower edge of the lower sheet also serves an important function in strengthening and rigidifying the structure. With gations running vertically of the sheet an impact of considerable force against the lower part of the sheet, for example the in1- the corrnpact of a pile of rails or pipe, due to inertia when the train starts or stops, Wlll tend to bend the sheet along the line of the corruga- I tions. This is checked by the fiang which must bend across its width'before the sheet can be bent.

Both upper and lower end sheets are formed on their vertical edges with the flanges 46, 47. The flanges 46 on the opposite edges of the upper end sheet are secured to the side plates 28 by means of gussets 48 (F 6), the diagonal braces 49 being attached to the same gussets. The flanges d7 of the lower end sheet are se cured by means of gussets 50 to the side sills'26. This construction which anchors the vertical edges of the end sheets to iongitudinally extending members of the car trance does away with the necessity of corner posts so far as strength and rigidity are concerned. In these figures I have shown filler strips 51 which are in the place of the usual corner posts, the specific purpose of which is to provide a secure and waterproof joint between the end structure and the side sheathing of the car. The members 51 may, if desired, carry some of the load so as to perform in a sense the function of corner posts. These filler strips are gained out at one corner to receive the sheathing 31 of a car and at the opposite corner to receive the vertical flanges of the end sheets which are secured thereto by the bolts 52. i

The connecting member or end girth 3G is preferably formed with flanges 53 which fit into the recess of the filler strips 51 and overlap the sheathing of the car (Fig. 4). Bolts secure the flanges 53 to the side girths 27 of the car passing through the lining 32 and through angular straps 55 which are riveted to the end girth member and the end sheets. The end girth is preferably formed with a. strengthening or rigidifying member. In the pressed steel girth shown the rigidifying memberanay consist of an outstanding I corrugation '56 which, furthermore, by standing above the upper edge of end sheet prevents water from working into the joint'hetween the sheet and the girth. The ends of the corrugation 56 are preferably carried aroundthe corners of the girth as best shown in Fig. 4, the recessing of the filler strips 51 being-deep enough so that the corrugations do not project beyond the sheathing of the car.

It will he seen that the connecting element 36 which connects the and sheets is anchored at opposite ends to the side girths so that strains onthe'end sheets which are transitted to this connectingmember, which is efiect an end girth, are further transitted to the heavy longitudinally extendig side girths of the car. The corru tion 6 of the end girth runs at right angles to at these places.

the corrugations 3? of the; idsheets so that could be modifietc'so as to provide three end plates and two connecting members or end girths. By carrying the ends of the corruget-ion 56 around on the flanges 53 the tendency oi the car to weave, that is, for one corner to advance more than the other, is

lied since the corrugationat the angles 1e girth eliectuelly prevent it from bendin- Figs. 7 and 8 l have shown suitable means for securing the upper end sheet to pone.

secto wooden side plate. 28 designates the side is a casting riveted to the end 34: and its flange 926, this casting supporting the side plate which is preferably secured thereto by the bolts 58. Bolts 59 the side plate to the flange 46.

In to 12 inclusive, is illustrated all metal door construction suitable for use when the end structure, as liereinabove described, is provided with 'one or more doors. It willbe understood thatwhile the figures show two end doors, one at each end sheet, a single door might be provided or eeth doorfeeture omitted, entirely. In the drawings, 60 designates a door opening, 61

, i lower flange 66 of the door is formed,

i the axles 68 of which are kept iii-place by slotted keeper plates 69. At the forward" with slotsthrough which extend rollers 67,

end'reer edges of the door opening are closure strips Y0, 71, the rear edge or the door having the inturned flange 72 which engages the closure strip 71 (Fig. 10). The Z-oars not only serve as guides for the door but also reinforce and strengthen the end sheet in compensation for the weakening produced by piercing it with the door opening, the Z-bars running at right angles to the corrugation 37 of the end sheet. The corrugations of the door preferably run at right angles to the flanges end 66 so that the door is reinforced hoth vertically and horizontally. Pressure on the door from within is transmitted by the flanges to the Z-loar rni 61, 62 so that no strain is put on the relies. 1

In Fig. 13 I have illustrated a construction suitable for fa-stoclr can-inn'hich, there being'nosheathing as in theordinar box oer, the filler strips-51st the previous y de scribed constructions-Inn)? be omitted 72 and T3, designate end lower end the flanges 84 on the end sheets.

sheets and 7 4 the connecting member or end 'irth'. The flange 75 of the latter overlaps End. is

rests on a' bracket 78 and is secured thereto by bolts 79, the bracket being riveted to the end sheet 7 3 and its flange 80.

In Figs. 14 and 15 I have shown a sec tional end divided vertically instead of horizontally. 81, 81 designates two end sheets having flanges 82 on their vertical edges se-- -cured to the sides of the car in the manner shown in the first six figures of the drawings. The sheets 81, 81 are preferably formed at their upper edges with the flanges 83 upon which the purlins are supported and likewise flanges 84 at their lower edges, which latter are secured to side sillsand draft sills in the manner described in the description, of the previous construction. The sheets 81 are connected by the vertical connecting member 85 formed with a corrugation 86 and with a flange 87 anchored to the ridge pole29 and a flange 88 riveted to The end sheets are preferably provided with horizontal corrugations 89. The embodiment of the invention just described is not specifically claimed herein asit ismade the subject of a (lo-pending application filed by applicant June 17, 1912, Serial No. 704,110.

I have shown my invention as embodied in a preferred construction of our end and v have indicated certain modifications thereof,

but as it will be readily understood that other modifications might be devised which would come within the scope of my invenbothj broadly and narrowly whatever patenteb'le features my invention may possess in view of the state of the prior art.-

I claim: I l. A metal end structure for railway cars comprising metal end sheets and a reinforcing and connecting band to which the end sheets are secured, and means anchoring the opposite ends of said band to longitudinally extending members of the car frame, saidend sheets beingformed with corrugations disposed transversely to the reinforcing band. 2. A metal end structure for railway cars comprising metal end sheets and a reinforcing or connecting band to which the end sheets are secured, and means for 'anchoring the opposite ends of said band to longitudinally extending members of the oer frame; said band being formed with a rigidifying member running lengthwise thereof and, the sheets with corrugations transverse t ereto. 3. A metelend structure for railway cars comprising metal end sheets arranged one secured by means ofbolts 76 directly .to the side girth 77. The end of the-latter for plates and an end girth, said plates and side to side of the car and arranged one above the other, and a reinforcing and connecting band to which the adjacent edges of said sheets are secured, said sheets being formed with vertical corrugations which terminate within. the margins thereof. Y

17. A sheet metal end structure for a railway car provided with means for attaching it to the end frame of the car, formed with upper-and lower sets of vertical corrugations, and comprising a girth nnember extending horizontally across said; end structure between said upper and lower sets of corrugations and formed with a longitudi nally pressed out rib.

18. A sheet metal end structure for a railway car formed with angular flanges for attachment to the end frame of the car, and with two sets of corrugations and comprising a reinforcing band which extends across said end structure between said sets of corcorrugation,

rugations transversely thereto and is formed with a pressed out longitudinal rib and with angular flanges for attachment to the end 35 frame of the car.

19. A.- sheet metal end structure for a railway car formed with angular flanges for attachment to the'end frame oi the car and with upper and lower-sets of vertical corrugations, and comprising a girth member extending horizontally across said end struc ture between said upper and lowersets on corrugations and formed with a. longitudinally pressed out rib and with angular flanges for attachment to the end frame of said can 20. As a new article of manufacture, a

car end comprising a comparatively wide upper section, having a series or" comparetively short stifiening ribs or corrugations, a comparatively wide lower scction hav ng a series of comparativel short stifiening ribs or corrugations, an a comparatively narrow intermediate section uniting the a jacent edges of the upper and lower sections, and which intermediate section is provided with a single long 'stifieningrlb or the same being arranged substantially at right angles to the ribs or corrugations of the wide section,

' 2-1. A car end comprising a lower secion having a series of substantially upright stiliening ribs or corrugations, an upper section having a series of substantially u right ribs or corrugations, and an interm ,sections.

22. A car endjconiprising a lower section tion between said sections being horizontally disposed, each section being provided with a stifiening rib or corrugation and the intermediate section being comparatively narrow and positioned that its reinforcing rib or corrugation is arranged substantially at right angles to the ribs or corrugations of the other sections. i,

24:. A car end constructed of sheet metal having a centrally arranged, horizontally disposed stiffening rib or corrugation, and the sections of material above and below said centrally disposed rib having stiffening ribs or corrugations pressed therein, which last mentioned stifie'ningribs or corrugations are arranged substantially at right angles to the first mentioned ribor corrugation.

25. A car end constructedo'f sheet metal and having a centrally arranged, horizontally disposed stifiening rib or corrugation which extends practically the entire width of the car end, and a series of comparatively ate section uniting said upper and lower,

secured to the upper and lower, sheets. at

their adjacent edges. I v i 27. A sheet metal and structure for a railway co r/car, comprising an upper sheet, a

lower sheet provided with verticalstifiening and reinforcing corrugations which are .tapered, the greatest cross sectional area being in the lower portion of the sheet, and

a transversely extending channeled girth member secured to the upper and lower sheets at their adjacent edges.

28: A sheet metal end structure for a railway box car, comprising an upper sheet, a lower sheet provided with vertical stiffening and reinforcing corrugations, and a transverscly-extending channeled girth member secured to the upper and lower sheets at their adjacent edges, the lower sheet being provided with an inturnecl flange at its hotrec,

way box car, comprising an upper sheet, a lower sneet provided. h vertical stiffening and reinforcing corrugations and atransversely extending channeled girth member" ecured to the upper andlower sheets at" their adjacent edges, the upper sheet being provided withan inturned flange to support the roof of the car. v

The combination with the end framing of arailway box car, of a sheet metal end for the car comprising a vertically corrugated metal sheet secured to the end framing, the corrugations of which are tapered, the greatest cross sectional area being. in the lower portion of the sheet and above the floor of the car.

31. The combination with the end framing of a railway box car, of a sheet metal end for the car comprising a vertically corrugated metal sheet secured to the end framing, and a transverse reinforcing member at the upper edge ofsaid sheet with its extremities anchored to the framing of the car.

32. The combination with the end framing of a railway box car, of a sheet metal end for the car" "comprising a vertically corrugated metal sheet secured to the end framand a clianneled reinf cing member extending across the end of t e car and attached to the upper edge of said sheet.

33. The combination with the end framing x of a railway box car, of a sheet metal end for the-car comprising a vertically corrugated metal sheet secured to theend framing, and a channeled reinforcing member extending across the end of the car and attached to the upper edge of said sheet, the lower edge of the sheet being provided with an angular reinforcing and stiffening flange secured to the under frame of the car.

34. The combination with the end framing ofa railway box car, of a sheet metal end for the car comprising a vertically corrugated metal sheet secured to the end framing, the corrugations of which are'tapered, the greatest cross sectional area being in the lower portion of the sheet and above the floor of the car, and a transversely extending channeled-reinforcing member secured at that-0p with a stiffening flange which additionally provides a support for the iongitudinal sustaining members of the roof.

36.7 metal end structure for a railway car comprising an upper sheet, a

- lower; sheet provided with vertical corru ations, a i'id girth member secured to the upper and lower sheets at their ad acent edges and formed to prov de a rlgidifying reinforcement extending transversely of said vertical corrugations.

5'. In a railway box car, the combination with the roof structure and side walls bf the car, of a sheet metal end wall formed with vertical corrugations and provided at its upper edge with means formlng a transto the upper edge of the sheet, the lower edge bf the sheet being provided with an angular flange secured to the under frame of the car.

verse reinforcement to 'rigidify said end Wall at the top and supp-rt the roof structure, and means for anchoring said rigidifying reinforcement to the side walls of the car, I

38. In a railway box car, the combination with the roof and side walls of the car, of a sheet metal end wall formed with vertical corrugations and provided at its upper edge with a structure narrower at the center longitudinal line of the car roof, wider at the sides of the car, and anchored to the side walls of the car so as to form bracing elements between the sheet metal end wall of the car and the side walls thereof.

39. In a railway box car, the combination with the longtiudinal frame members and the roof of a car, of a sheet metal end structure comprising an end sheet formed with vertical corrugations, and means providing transverse reinforcements at the upper and lower edges of the sheet for transmitting the stresses on the corrugations to the longitudinal frame members of the car, the upper reinforcementproviding also a support for the roof of the car.

40. In a railway car, the combination with the side walls and draft sills of a car,

.of a sheet metal end structure comprising an end sheet formed with vertical corrugations and provided with a transverse reinforcing and rigidifying element at its lower edge, and means for securing said element to the side sills and draft sills so that the stresses on the corrugations are transmitted to said sills.

41. In a railway box car, the combinationwith the longitudinal frame members of frame members; said end sheets being formed with corrugationsfdisposed so as to prevent the buckling of the sheets.

42. In a railwa box-car, the combination -withthe longitudinal frame'members of the car, of a sheet metal "end wall comprising a plurality of end sheets, means constituting a reinforcing element having a rigidityto form a rigid structure therewith, and, means for anchoring the upper and lower' corners of the sheets to others of'said frame members; said end sheets being formed with corrugations disposed so as to prevent the I buckling of the sheets, and with angularly disposed flanges which provide in part the means for attaching said sheets to said' frame'members. I

. 4:3. In a railway box car, the combination -with the longitudinal frame members of the car, of a sheet metal end wall structure and means for anchoring said sheet metal structure at its corners to said longitudinal frame members, said sheets being formed with rigidifying corrugations and with angular flanges, the latter being. attached to certain of said longitudinal frame members so that they serve to provide rigid connections between the frame members which they connect and also to stiffen the edges of said sheet metal structure.

44. The combination with the framing of a railway box can, ofa sheet metal end structure for the car comprising upper'and lower sheets formed with rigidifying corrugations and a girth member formed with a rigidifying ribiextending longitudinally of the same, said girth member-bein anchored at opposite ends to the car ram'e and uniting said upper and lower sheets.

7 VINTON E. SISSON.

Witnesses:

P. T. FREEMAN,

L. A'. FALKENBERG. 

